Fluid-pressure brake.



.Patented May 6, |902.

M. W. HIBBARD.

FLUID PRESSURE BRAKE.

Patented May 6, |902.

4 ,Sheets-Sheei 2.4

M. W. HIBBARD.

FLUID PRESSURE BRAKE.

(Apphcatxon led Dec 17, 1901 (No Model.)

mali!!! No. 699,386. Patented May 6, |902.

M. W. H'IBBARD.

FLUID PRESSURE BRAKE.

(Application filed Dec. 17, 1901.)

(No` Model.) 4 Sheets-Sheet 3.V

Patented May 6, IQZi M. W; HIBBARD.

FLUID PRESSURE BRAKE.

(Application filed Dec. 17, 1901.)

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MAURY W. HIBBARD, OF CHICAGO, ILLINOIS, ASSIGNOR 'lO RICHARD FITZGERALD, OF CHICAGO,- ILLINOIS.

SPECIFICATION forming part 0f Letters Patent. N0. 699,38dated May 6, 1902. Application iiled December 17, 1901. Serial Nol 86,204. (No model.)

To all whom. t may concern:

Be it known that I, MAURY W. HIBBARD, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Fluid-Pressure Brakes, of which 'the following is a specification.

My invention relates to fluid pressure brakes generally; and one of its objects is to provide simple, efficient, and reliable valve mechanism capable of producing a partial braking pressure for a car empty and producing a full braking pressure for a car loaded, the valve mechanism in its present and herein-illustrated form also providing means for regulating the brake cylinder pressure as Well as providing for the release or.

bleed of the auxiliary reservoir. Furthermore, in its preferred form herein described my valve mechanism is arranged to'be operated by the ordinary and well-known bleedrods or equivalents thereof in such manner that the usual pull thereon will bleed or release the auxiliary reservoir as heretofore, while the new movement or inward push of those rods Will set or adjust the valve mechanism to loaded-cari Vposition from a normal adjustment of empty-car7 position.

Another and important object of my invention is to provide means, herein styled a controller, cooperating with the valve mechanism above described for the purpose of automatically holding such mechanism to loaded-car position when so adjusted and to hold it there so long as the car remains charged with fluid-pressure and then to automatically restore the valve mechanism to its normal adj ustmentof empty-car position, this restoration occurring in the apparatus shown herein whether the car has been unloaded or remains loaded.

In the drawings, Figure 1 is a plan view of the well-known parts of the air-brake equipment of a car, showing a form of relative arrangement of my apparatus; Fig. 2, an ele vation of the valve device with a portion thereof broken away or in section to show the valve-chamber and valve; Fig. 8, an elevation of the valve mechanism proper and a section of the controller and illustrating empty-car position; Fig. fl, a section of the valve mechanism, illustrating loaded-car po* sition; Fig. 5, a similar section, but illustrating bleed position; Fig. 6, a section of the valve mechanism and corresponding to Fig. 3 in the position of the valve; Fig. 7, a section of my pressure-regulating device or blow-down; Fig. S, a plan of the valve-seat; Fig. 9, a plan of the valve; FigzlO,A a plan of the Valve, showing below the valve-seat ports and relative positions of the valveand seat in loaded-car position; andFig. 11, a View* similar to Fig. 10, but illustrating bleed position. l

My `device Works in connection with and as a partot' the usual air-brakesyste1n,as clearly illustrated in Fig. 1, comprising the ordinary train-pipe 1, triple valve 2, auxiliary reservoir 3, and b1ake-cylinder4t,to which vis added the supplemental reservoir 5, Which-latter answers in arrangement and functions to the similar supplemental reservoir shown in my prior patent, No. 683,205, issued September 24, 1901.

In Fig. 1 is shown for the sake of a full comprehension of my invention the general arrangement and relation of the various elements of the air-brake system just mentioned, the car-sills being indicated by dotted lines. In this figure the valve device, which is here indicated as a Whole by the reference character 6, has connection with the auxiliary reservoir through the pipe 7, Withthe brakecylinder through the pipe 8, and With the supplemental reservoir through the pipe 9. To avoid the necessity of' providing special or additional holes in the auxiliary reservoir and brake-cylinder for these pipe connections, the auxiliary-reservoir pipe 7 may enter such reservoir through the bleed-opening therein, and the brake-cylinder pipe 8 may entersuch brake-cylinder through one of the usual oilholes, the plug of which has been removed.

The valve device consists in the present instance of a casing 10, having an interior chamber 11, which is normally closed by a Screw-cap 12. (See Fig. 2.) This chamber contains a valve 13, here shown as of the rotary disk type and adapted to be operated by the detachable valve-stem 14, passing centrally through the screw-cap 12 and having Within the valvo-cllambera circular flange l5,

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pressed against a suitable gasket 16 to form an air-tight iit or joint. Asindicated in Figs. 4 and 5, the inner end ot the valve-stem is rectangular to fit between and engage lugs 17, providing similar formation between them to thereby receive such valve-stem. The valve is kept to its seat 18 by a spring 19, which assists the air-pressure in this regard, and at the same time the valve-stem is held thereby in proper relative position.

As illustrated in Fig. 9, the valve 13 has two transverse ports 2O and 21 and a recess 22. The valve also has by preference a short bearing 23, received by a central socket 24 in the valve-seat. The valve works upon the valve-seat and is, adapted to govern various ports and passages now to be described. Referring to Fig. 8, the valve-seat has a port marked 9, because it represents the termination of the passage from the supplemental reservoir through pipe 9, this port alsobeing indicated by the letters S. R. to denote supplemental reservoir. Likewise the brake-cylinder connection or passage from pipe 8 enters the valve-chamber through the port marked 8 and is indicated by 13. C. to denote brake-cylinder. A third port and passage 25 leads to ablow-down or pressure-regulating device and is therefore indicated by B. D. A fourth port and passage 26, marked Contr., communicates with an automatic valve locking and restoring or controlling device, which forms one of the main features of my present invention. A fifth port 27 leads to the atmosphere and is marked R. P. to denote release-port.

The valve-chamber 11 communicates with the auxiliary reservoir through port and passage marked 7 the same as the pipe connection andis also marked A. R. Opposite said port and passage there is a similar port 7, normallyclosedbyascrew-plug28. This port 7 is desirable in case the rigging of any particular car will not permit of the arrangement of equipment, as shown in Fig. 1, in which event the port and passage 7 can be closed by the plug and connection be made with the auxiliary reservoir through said port 7a. Furthermore, by removing the plug 28 the valve can be oiled and a supply of oil introduced to iill the valve-chamber 11 up as high as the port 9. As oil is trapped within this chamber, a single oiling is su'liicient to oil the Vvalve for years'. The auxiliary-reservoir port is always open, and consequently the valvechamber into which it directly enters is always lled with the same pressure as such reservoir.

The lever portion of the valve-casing has an extension 29, in which screws the easing 30 of the vblow-down device, which is a pressure-regulating valve adapted in service action to keep and in emergency to reduce the brake-cylinder pressure to a predetermined minimum to which such valve device is adj usted, with the result in ease yol emergency action that the brake-cylinder is reduced as the speed of the car decreases and the slid-v ing of the Wheels is prevented. As shown herein, (see Fig. 7,) this blow-down device or pressure-regulator comprises a piston-head 31, movable in said casing 30 and having a valveseat 32 normally pressed against the lower end of the tube 33 to close the passage therethrough. A coiled spring 34, having the adjustable follower head or plate 35, presses against the piston, as described. The piston carries a stem 36, entering the' tube or closed bushing 33 and having its upper end of increasing diameter (see Fig. 7) to govern the exhaust-ports 37 in such manner that after an emergency application the excess of brakecylinder pressure will have a slow initial release and a subsequently gradually-increasing release. This valve device is therefore a pressure-regulator for a high-speed brake system or for the usual system. The blow-down port and passage 25 communicates with the chamber above the piston 31, as shown in full linesin Fig. 2 and dottedlines in Figs. 5 and 6.

The valve-stem is provided with an operating double lever pinned thereto, so as to have a single relative position thereon and having the two arms 38 and 39. The leverarm 38 is pivotally connected to the usual bleed or release valve-rod 40, extending to one side of the car, while the lever-arm 39 is similarly connected to the other usual bleedrod 41, so that the valve device may be operated from either side ot' the car by the train'- men.

The valve-casing, as shown, has a tubular extension 42, into which screws a hollow casing 43. Extending centrally ot' the chamber 45a thus formed is a valve-stem 44, having intermediate of its length a piston-head 45, adapted to slide in a bushing 46 and at loaded-car position to seat as a valve on a gasket forming a seat 47 at the inner end of said chamber. The valve-stem projects from the extension 42 and is pivotally connected to the lever-arm 38 by means of a link 48, pivoted at one end between the two lugs 49 on the lateral branch 50 of the leverarm 38 and at the other end to such valvestcm. (See Figs. 1, 2, and 4.) The side ot the valve-easing 10 has a rib 51, (see Figs. 2 and 3,) through which extends the passage 26 from the valve-chamber 11 into the annular cavity 52 around the bushing 46. One or more ports 53 extend through this bushing to connect said cavity with the valve-chamber within, all as clearly illustrated in Figs. 3, 4, 5.

rlhe valve-stem 44 is held to normal position, as shown, Fig. 3, by the double-acting spring 54, which presses at one end against a follower-plate 55 and at its other end against another follower-plate 56, the latter preferably slidable in a bushing 57 and both loosely mounted on the valve-stem. On the righthand end of the stein 44, Fig. 3, a collar or ring 58 is pinned or secured in any suitable Y As indicated'in Fig. 3, which rep- ICO IIO

plate 55 is held projected by the spring until such plate abuts against the end of the` bushing 46,and the plate 56 is likewise projected against the shoulder 59 in the casing 43.

The operation of the mechanism will now be explained. Starting with the `valve set or adjusted to empty-car position, which is normal, as shown iu Figs. 3 and 6, the braking is done with the usual auxiliary reservoir, inasmuch as the supplemental-reservoir port 9 is closed or lapped by the valve. In this position of the valve its recess 22 connects the brake-cylinder port S with the blowdown port 25, causing the piston V3l to be moved to open exhaust-ports 37 when a predetermined pressure has obtained in the brake-cylinder in service action, thereby preventing the admission thereto of any pressure greater than such predetermined amount. In emergency action the sudden admission of a high pressure to the brake-cylinder forces the piston 3l to a farther travel, bringing the larger part of the stem 36 over the ports 37, causing a slow initial reduction and a subsequent rapid reduction as the smaller diameter of the sleeve passes by such ports, this reduction being in proportion to the decrease in speed of the train. Vhen the pressure has been reduced to the predetermined amount, the piston 3l seats its valve 32 and holds that pressure in the brake-cylinder until the brakes are released. Vhether the brake is working as an ordinary automatic or high-speed brake, there is no danger either in service or emergency applications of the sliding of the wheels of the car here understood to be empty. At this time the parts of the automatic controller remain in normal position shown in Fig. 3, inasmuch as they become operative only after the operating-lever and valve are turned. Zhen the car is loaded, the trainman in passing along the side of the car thrusts one of the rods 40 or 41 inward, with the result that the valve is partially rotated in an anticlockwise direction to the position shown in Fig. 4, whereupon the supplemental-reservoir port 9 is put into communication with valve-chamber l1, and consequently with the auxiliary reservoir, so that the braking may now be performed with the combined pressures of both said reservoirs and with increased power. At the same time the recess 22 of the disk valve is carried beyond the range of the blow-down port 25, thereby destroying the normal communication between the brake-cylinder and the blow-down device. At the same time also the valve-port 2l registers with controller-port 2G, (see Figs. 4 and 10,) so that reservoir-pressure is admitted through port and passage 26, through cavity 52, port 53 into chamber45 behind or on the right of piston 45, Fig. 4, such piston having of course been drawn to seated position by the same movement which operated the disk valve. The air-pressure thus operating against the piston 45 nowholds the rod 44, as well as the disk valve, in loaded-car position against the tension of spring 54 and after the trainman has withdrawn his' hand from the bleed-rod which he had operated. Inasmuch as the piston seats on the left-hand end of the chamber 45 the pressure so admitted thereto cannot leak oif, and consequently thedisk valve is automatically held. in loaded-carposition so long as the air-brakesystem of the car remains under pressure. When, however, the brake system of the car ceases to be under air-pressure from any cause, the chamber 45 will also cease to contain air-pressure, and

the spring 54 willthereupon restore the parts to normal or empty-car position, Fig. 3. The loaded-car position of the valve device is thus dependent upon the presence of air-pressure in the brake system of the car.

In case my automatic controller were dispensed with and provision made to hold the disk valve in any set position there is the danger that a careless trainman might omit to set the valve to empty-car position after the car had been unloaded, and so the braking of the empty car would be done with the increased volume of reservoir-pressure, with the result that the wheels would be skidded and inj ured. My automatic controller, however, is independent of the trainman in thus resetting itself and is dependent only upon the existence of air-pressure on the car. As is well known, the air-pressure on a detached car leaks off in a comparatively short time, lasting less than twenty-fo ur hours, so that whenever a car supplied with my equipment is not in a live train, Whether side-tracked for unloading or otherwise, the valve device will be restored to normal position, and in case the car remains loaded and is again put in a train the valve can be set to the loaded-car position again.

To bleed the auxiliary reservoir, the trainman pulls on either one of the bleed-rods in the usual manner, and thereby oseillates the disk valve in a clockwise direction to the position shown in Fig. 5, whereupon the Valveport 2l is brought into register with the release-port 27, and the reservoir is consequently bled,7 as itis called in railroad parlance. At the same time the stem 44 is forced to the right, Fig. 5, and the follower-plate 55 also carried to the right, while the plate 56 is necessarily stationary, whereby the spring 54 becomes compressed. As soonas the operated bleed-rod is released the spring 54 restores all the working parts to normal position.

Itis evident from the foregoing that my valve mechanism or device 6 provides means for producing a partial braking pressure for a car empty and a full braking pressure for a car loaded, and in its present and preferred form it also provides means for releasing or bleeding the auxiliary reservoir. When the automatic controller is employed, my valve mechanism is capableof being automatically held at loaded-car position so longasthe airbrake system of the car remains charged with IOC IIO

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air-pressure, and when such system ceases to' be so charged such mechanism is capable of being automatically restored to empty-car position, which is the normal position. Cars supplied With my equipment Will therefore be braked in proportion to their empty or loaded weight and with the same reduction of trainpipe pressure.

y I claim- 1. In combination with an air-brake system, an air-reservoir supplemental to the usual auxiliary reservoir, a brake-cylinder pressure-regulating device, a casing having a chamber provided with a valve-seat on Whose face terminateports or connections respectively With the supplemental reservoir, brakecylinder, the pressure-regulating device and the atmosphere, said chamber also having a communication with the auxiliary reservoir, a rotary disk valve Working on said seat and having` means for controlling said various ports and connections, substantially as described, and means for operating the valve from the side of the car.

2. In combination with an air-brake system, an air-reservoir supplemental tothe usual auxiliary reservoir, a brake-cylinder pressure-regulating device, a casing having a chamber provided with a valve-seat on Whose face terminatefports or connections respectively With the supplemental reservoir, brakecylinder, the pressure-regulating device and the atmosphere, said chamber also having a communication with the auxiliary reservoir, a rotary disk valve working on said seat and havingr the two ports 2O and 21 andrecess 22 for controlling said ports and connections and having a valve-stem, an operating-lever secured to the stem, and operating-rods connected to the lever and extending to opposite sides of a car.

3. In combination with an air-brake system, an air reservoir supplemental to the usual auxiliary reservoir, a brake-cylinder pressure-regulatin g device,'a casin g having a chamber provided with a valve-seat on Whose face terminate ports or connections respectively With the supplemental reservoir, brakec'ylinder, the pressure-regulator device and the atmosphere, said chamber also having a communication With the auxiliary reservoir, a rotary disk valve Working on said seat and having the two ports 2O and 2l and recess 22 for controlling said valve-seat ports and connections, a valve stem for operating said valve, a lever connected to said stem and hav-` ing the opposite arms 38 and 39 and operating-rods connected to such lever-arms respectively and extending to opposite sides of a car.

4. In combination with an air-brake system, an air reservoir supplemental to the usual auxiliary reservoir, a brake-cylinder pressure-regulating device, a casing having a chamber provided With a valve-seat on Whose face terminate ports or connections respectively With the supplemental reservoir, brakecylinder, the pressure-regulating device and the atmosphere, said chamber also having a communication with the auxiliary reservoir, a rotary disk valve Working on said seat and adapted to govern said ports and connections, a valve-stem detachably but operatively connected to such valve and extending through one side of the casing, operating devices se- -cured to the valve-stem, a liange 15 on the stem Within the valve-chamber, and a gasket 16 on which such Iiange is seated.

5. In combination With an air-brake system, an air reservoir supplemental to the usual auxiliary reservoir, a brake-cylinder pressure-regulating device, a casing having a chamber provided with a valve-seat on Whose face terminate ports or connections respectively with the supplemental reservoir, brakecylinder, the pressure-regulating device and the atmosphere,-said chamber also having a communication with the auxiliary reservoir, a rotary valve 13 Working on said seat to govern said ports and connections, valve-stem 14 for such valve, a cap 12 secured to the casing and forming a Wall of the valve-chamber, and provided With a central bore through which said stem passes, and means for operating the valve-stem and valve.

G. In combination With an air-brake system, a supplemental air-reservoir, a brakecylinder pressure-regulating device, a casing having a chamber provided With a valve-seat having terminating thereon a port 9 to the supplemental reservoir, a port 8 to the brakecylinder, a port 25 to the pressure-regulating device and a port 27 to the atmosphere, a disk valve having a recess 22 and two ports 2O and 21, the recess in normal position connecting ports 8 and 25, in loaded-car position, the ports 9'and20 being in register to connect the tWo reservoirsv and the recess no longer connecting ports 8 and 25 and in bleed position, the ports 2l and 27 being in register to release the auxiliary-reservoir pressure.

7. The combination With an air-brake system, a supplemental air-reservoir, a brakeeylinder pressure-regulating device, a casing having a valve-chamber provided with communication with the air-brake system, with the supplemental reservoir and With the pressure-regulating device, the lower end or portion of the casing being formed as a screwthreaded extension by which the pressureregulating device is received and a rotary disk valve in said chamber to govern said communications.

8. Inv combination with an air-brake systern, a supplemental air-reservoir, a brakecylinder pressure-regulating device, a casing having a valve-chamber provided with communication'with the air-brake system, With the supplemental reservoir and with the pressure-regulating device, said casing having the auxiliary-reservoir connection '7, and a similar but normally closed connection 72Whereby the auxiliary-reservoir air may enter the chamberfrom either side, and a valve in said chamber to govern said communications.

9. In combination with an air-brake sys-V tem, a supplemental air-reservoir, a brakecylinder pressure-regulating device, a casing -having a valve-chamber provided with communication with the air-brake system, with the supplemental reservoir and with the pressure-regulating device, said casinghaving the auxiliary-reservoir connection 7 and a similar but normally closed connection 7", both arranged above bottom of the chamber, whereby either connection may be used `for the auxiliary-reservoir air and whereby also the one not used for this purpose may serve to permit introduction of a supply of oil in the chamber, and a valve in said chamber to govern said communications.

10. In combination with an air-brake sys; tem, a supplemental reservoir, a brake-cylinder pressure-regulating device, a casing having a valve-chamber provided with a vertical valve-seat on whose face terminate communications respectively with the supplemental reservoir, with thebrake system and with the pressure -regulating device, a rotary disk valve working ou said seat to govern said communications, said casing and chamber having the two auxiliary-reservoir connections 7 and 7n either one of which may be used for the reservoir air and the other one of which is closed but adapted to act as au oiling-hole, said connections entering the chamber above the bottom whereby a supply of oil may be introduced so that the valve willworl in oil.

11. In combination with an air-brake system and the usual bleed-rods thereof, a supplemental reservoir, a casing having a valvechamber provided with communication respectively with the air-brake system, the supplemental reservoir and the atmosphere, a valve in said chamber to govern said communications, and an operative connection between the valve andblced-rods whereby the usual pull on either rod bleeds or releases the auxiliary reservoir and au inward push on either rod operates the valve to connect the supplemental and auxiliary reservoirs,for greater braking force for loaded cars.

12. In combination with an air-brake system and the usual bleed-rods thereof, a supplemental reservoir, a brake-cylinder pressure-regulating device, a casing having a valve-chamber provided with communication respectively with the brake system, supplemental reservoir, pressure-regulating device, and the atmosphere, a valve in said chamber to govern said communications and an operative connection between the -valve and the bleed-rods whereby the usual pull ou either rod bleeds or releases the auxiliary reservoir as heretofore while an inward push or thrust on either rod .adjusts the valve to loaded-car position, the normal position of such valve and rods representing empty-car position.

13. In combination with ,an air-brake system comprising the train-pipe 1, triple valve 2, auxiliary reservoir 3, brake-cylinder 4, a

supplemental reservoir 5, a pressure-regulating device, a valve device 6 having a cham- .ber 11 in communication with the brake-cylinder through a port and passage 8, with the supplemental reservoir, through aport and passage 9, with the pressure-regulating device through a port and passage 25 and with the atmosphere through a port and passage 27, a disk valve 13 having the two transverse ports 2O and 2l and a recess 22, said chamber also having a port and passage 7 to the auxiliary reservoir, a valve-stem 14 fori'the valve, an operating-lever connected to the stem and having the lever-arms 38and 39 provided with lugs ou their outerends and the rods L10 and 41 connected respectively to said lugs of the lever-arms.

lei. In combination with an air-brake system, means for producing a partial braking pressure for a car empty and full braking pressure for a car loaded, and mechanism governed by the pressure ofv the brake system for controlling saidmeans and adapted to hold the same to loaded-car position, during the entire period of loaded-car braking.`

-15. In combination with an air-brake system, means normally adjusted to'produce partial braking pressure for a car empty and adapted to be adjusted independently of the application ot the brakes to produce full braking pressure for a car loaded, and mechanism dependent upon the pressure of tho brake system for holding said means to load ed-car position and adapted to restore the same tonormal `or empty-car position.

16. In combination with an air-brake system, a device adapted to be adjusted forbraking a car in proportion to its empty or loaded weight and means for automatically restoring such device to its empty position only when the air has substantially passed from the entire brake system.

17. In combination with an air-brake system, a device adapted to be adjusted independently of the application of the brakes for braking a car in proportion. to its empty or its loaded weight, and means governed by the pressure of the brake system for restoring the device to normal position of light-weight braking. f i

18. In combination with an air-brake system, a device adapted Vto be adjusted for braking a car in `proportion to its emptyor loaded weight and normally maintained in emptycar positionand mechanism governed bythe pressure of the brake system to maintain said device in loaded-car position when so adjusted and so long as air-pressu re remains 4in the Vbrake system.

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'tem,a device adjustable for producinga partial braking pressure for a car empty and producing full braking pressure for a car loaded, ay pressure-regulator.for regulating the hrakecylinder pressure toa predetermined amount v for said partial braking pressure, said regulator being cutout of service when full braking pressure is produced, and mechanism for holding said device when adjusted for full braking pressure so long as the brake system is charged with pressure.

22. In combination with an air-brake system, a device adjustable for producing a partial braking pressure fora car empty and producing full braking pressure for a car loaded, a pressure-regulator for regulating the brakecylinder pressure to a predetermined amount for said partial vbraking pressure, said regulator being cut out of service when fullbraking pressure is produced, and mechanism for holding said device when adjusted for full braking pressure so long as the brake system is charged with pressure, and adapted torestore such mechanism to a normal position for partial braking pressure when the system ceases to be so charged.

23. In combination with an air-brake system, valve mechanism coperating'therewith and adapted when in one position to produce la predetermined or partial braking pressure in the brake-cylinderand in another position to produce a higher or full braking pressure therein, and in a third position to' bleed the auxiliary reservoir of the brake system, and

,mechanism for restoring such valve mechanism to a normal position of partial braking pressure after adjustment to either of the other two positions.

24. In combination with an air-brake sys- -tem, valve mechanism cooperating therewith and adapted when in one position to produce a predetermined or partial braking pressure in the brake-cylinder and in another position,

Ato produce a higher or full braking pressure .pressure after adjustment to either of the other two positions.

25. In combination with an air-brake system, valve mechanism for producing a partial braking pressure for a car empty and a full pressure for a car loaded, and a fluid-pressu reactuated controller operated by pressure admitted by the valve mechanism When adjusted for full-pressure braking and having operating connection with the valve mechanism to maintain it in such adjusted position so long as the brake system remains charged with pressure.

2G. In combination withan air-brake system, valvc mechanism-for producing a partial braking pressure for a car empty and a full pressure for a car loaded, means for operating such valve mechanism and thereby adjusting it for an empty or a loaded car, a fluidpress u re-actuated controller and a connection between the controller and said operating means, said valve mechanism being arranged to admit the fiuid-pressureof the brake system to the controller when the former is adjusted toloaded-carposition, and to thereby maintain it in such position.

,27. In combination lwith an air-brake system, valve mechanism forproducing a partial braking pressure for a car empty and a full pressure for a car loaded, a valve-stem for said valve mechanism, an operating-lever on said stem, anda tiuid-pressure-actuated controller connected to said lever, said valve mechanism being arranged to admit pressure from the brake syst-em tothe controller when the valve mechanism is adj usted to loaded-car position whereby such adjustment vis maintained so long as the brake system is charged.

28. AIn combination with an air-brake system, Valve mechanism for producing a partial braking pressure for a car empty and a full pressure for acar loaded, operating connections for the valve mechanism, a fluid-pressure-actuated controller connected to said connections and having means for maintaining a position of normal for itself and consequently such connections, said valve mechanism being arranged to admit pressure from the brake system to the controller when the valve mechanism is operated to loaded-car position to thereby maintain the valve m echanism in said latter position.

29. In combination with an air-brake system, valve mechanism for producing apar-tial braking pressure for a car empty and a full pressure for a car loaded, operating connections for the valve mechanism, a Huid-pressure-actuated controller connected to said connections, and a spring for holding said controller and connections ina normal position for partial braking pressure for an empty car, said valve mechanism being adapted when adjusted to loaded-car position against the tension of the controller-spring to admitpressure to the controller to overcome the springpressure and maintain the valve mechanism in said adjusted position.

30. In combination with an air-brake system, an air-reservoir supplemental tothe usual auxiliary reservoir, a fluid-pressure-actuated controller, a valve device having communication respectively with the supplemental reservoir, auxiliary reservoir and the controller and adapted to govern such communications,operating devices connected to such valve device and to the controller whereby when the valve device is adjusted to connect IOO IIO

the two reservoirs, air-pressure is admitted to..

operate the controller through whose connection with the valve device the latter is maintained in suchadjusted position solong as the brake system is charged with pressure.

31. In combination with an air-brake sys# In combinati-on with an air-brake sys-- tem, an air-reservoir supplemental tothe usual auxiliary reservoir, a fluidpressureac tuated controller, a valve device having com-` munication respectively with the supplemen-` tal reservoir, auxiliary reservoir andthe controller and adapted to lgovern such communications, a valve-stem for such valve device,

an operating-lever having operating devices running to the sides of'the car anda connection between the controllerand the lever, said controller comprising a piston working in a chamber and having a stem connected to said connection. Y

33. In combination with an air-brakesystem, an air -reservoir supplemental to the usual auxiliary reservoir, a fludpressure-ae tuated controller, a valve device having communication respectively With=the supplemental reservoir, auxiliary reservoir and the controller and adapted to govern such communications, a valve-stem for suchvalve device, an operating-leverhaving operating devices running Yto the sides of the car, and aconnection between the controller and thelever, saidcontroller comprisingr a piston -working in a chamber and having astem connected to said connection and a spring against whose tension the piston'moves. i i

34. In combination with an air-brake system, valve mechanism for producing a partial braking pressure for a car empty and a full pressnrefor a car loaded, a [luid-pressure-actuated controller operated by pressure from the valve mechanism when adjusted to loaded-ear position and comprising a casing having a chamber, a piston therein having a projecting stem, a spring against 4whose tension the piston moves, operating devices for the valve mechanism and aconnection between such stem and the saiddevices.

35. Incombination with .an air-brake system, valve mechanism for producing a partial braking pressure for a car empty and a full pressure for a car loaded, a iuid-pressure-act-u-ated controller operated by pressure from the valve mechanism when adjusted to loaded-car position and comprising a casing having a chamber, a piston thereinhaving a projecting stem, such chamber having a port through which the pressure is admittedbe- -hind the piston, a spring against whose tension thepiston moves, an operating-lever for the valve mechanism, and a pivotal connection between the piston-.stem and lever.

36. `In combinationwith an air-brake system, valve mechanism for producing apartial braking pressure for a. car `empty and a f full pressure for a car loaded, a. iiuid-pres su re-actuated controller operated bypressure i from the valve mechanism when adjustedito loaded-car position, and comprising a' casing having achainber, a pistoni therein having a stem projecting through the chamber and when moved-to loaded-car position adapted to seat at oneendofthechamber to prevent leakage around the stem, and a connection between the stem and valve mechanism.

37. In combinationwith an air-brake system, valve mechanism cooperating therewith and adapted Awhen in one position to produce a predetermined or partial braking pressure in the brake-cylinder and in another position to produce a higher or iull brakingpressure' therein, and in a third 'position to bleed the auxiliary reservoir of the brake system, a controller actuated by. pressure from the valve f mechanism when adjusted to full braking pressure and comprising a casing having'a chamber, a piston therein having a stem operatively connected to the'valve mechanism, a double-acting spring holding the'piston in normal position against movement ineither f direction.

3S. In combination withan air-brakesystemvalve mechanism cooperating therewith and adapted when in one position to produce a predetermined or partial braking pressure' in the brake-cylinder, and` in anotherposition to produce a higher or full braking pressure therein and in a third position to bleed the aux iliaryreservoir of the brake system, a control'- ler actnatedbypressure from the valve m'ech`- anism when adjusted to full braking pressure and comprising a casing having a chamber, a

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piston therein having a stem operatively connected to the valve mechanism, followerf plates on the stem, a double-acting sprngbetween said plates and abutments Within the chamber for limiting the movements of the 1 plates.

` 39. In combination with an'air-brake system, valve mechanism for producing a partial braking pressure for a car'empty-anda full pressure for a carloaded, an operating-lever connected to the valve mechanism and'having arms 38 and 39, operating-rods 40 and 4l connected to said arms, a branch 50 onthe arm 38 having bearing-lugs 49, a controller actuated by pressure from the valve mechanism when adjusted for full braking pressure and having a movable stem 44 and alink connection 48 between the stem and saidbearing- 40. In. combination with an air-brake system,an air-'reservoir su pplemental to theusual auxiliary reservoir, a valve-casinghaving a chamber in comm unicationwith thesupplemental reservoir,auxiliary reservoir, and with a controller, and also having an extension forming acontroller-chamber, a valve in saidl valve-chamber for governing said communications, an operating-lever for said valve, a piston arranged in said controller-chamber and having a stem operatively connected to said lever and a spring against whose tension the .piston as well as the valve is moved.

4l. In combination with an air-brake sys- `tem, a supplemental reservoir, a Valve device able to obtain increased braking force andv means governed by the pressure ot' the brake System and coperating with the valve device to maintain it in such adjusted position dur ing all loaded-car brakings.

43. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve device adapted, when adjusted to loaded-car position, to connect the two reservoirs and a iluid-pressure-actuated device coperating with said valve device to maintain it in such adjusted position during all loaded-car brakings.

44. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve device adapted, when adjusted to loaded-car position, to connect the two reservoirs to obtain increased braking force, and a controller cooperating with the valve device to maintain it in such adjusted position, said valvedevice itself initially governing said controller.

45. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve adapted, when adjusted to loaded-car position to connect the two reservoirs and a fluid-pressure-actuated controller coperating with said valve device to maintain it in such adjusted position, said valve device governing the admission of Huid-pressure to said controller.

46. In an air-brake system, the usual auxiliary reservoir for producing a partial or empty car braking pressure, in combination with a supplemental reservoir for producing a full or loaded car braking pressure, a device adapted to be adjusted to connect said reservoirs and also to bleed the auxiliary reservoir and controlling mechanism for maintaining said device, after adjustment, at a position to connect said reservoirs, said device ceases itself governing the operation of said mechanism.

47. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve device adapted when adjusted to loaded-car position to connect the two reservoirs and also adapted in another adjusted position to bleed the auxiliary reservoir, and a controller coperating with the valve device to maintain it in its4 loaded-car position, said valve device itself initially governing said controller.

48. In an air-brake system for producing light and heavy braking, the combination of a casing having a chamber communicating with the auxiliary reservoir and filled with the air thereof and also having an opening to atmosphere, a supplemental reservoir also communicating with said chamber,and adapted to control said opening to bleed the auxiliary reservoir and also adapted to govern communication between said reservoirs, aspring holding the valve to its seat and maintaining the supplemental-reservoir pressure after the auxiliary-reservoir pressure has been vented from said chamber, and a fluid-pressure controller operatively connected to said valve to hold it in a position for establishing communication between said reservoirs and having a port or passage communicating with said chamber and governed by the said valve.

49. In an air-brake system, an auxiliary reservoir for light braking, a supplemental reservoir adapted to be combined, as to its pressure, with such auxiliary reservoir to produce heavy braking, in combination with a rotary disk valve provided with an operating-stem and adapted to connect or disconnect the two reservoirs, and a spring coiled around the valve-stem and arranged to hold the valve to its seat to thereby maintain the supplementalreservoir pressure regardless of any decrease in the auxiliary-reservoir pressure.

50. In combination with an air-brake system, means for obtaining in the brake-cylinder a certain braking pressure when a car is `empty and capable of adjustment for obtaining in the brake-cylinder a greater or increased braking pressure when the car is loaded, and mechanism governed by the pressure of the brake system for controlling said means and adapted to hold the same to loadedcar position.

51. In combination with an air-brake system, means adapted to produce partial braking pressure for a car empty and manually adjustable for producing a full and increased braking pressure for a car loaded, and mechanism governed by the pressure of the brake system for controlling said means and adapted to hold the same to its adjusted position of loaded-car braking so long as the brake system of the car is under pressure.

52. In combination with the usual air-brake system having a single brake-cylinder, means for producing in said cylinder a partial brak- IIO ige

ing pressure for a car empty and a full or increased braking pressure in said cylinder for a car loaded, and mechanism governed by the pressure of the brake system for controlling said means and adapted to hold the same to` loaded-car position.

53. In combination with the usual car-brake' system having a single brake-cylinder, means for producing a light braking force for a `car empty and a heavy braking force for a car loaded, and mechanism manually adjustable for said heavy braking and controlling said means, said mechanism being arranged to automatically return to light braking position when the air-pressurepasses from the brake system.

54. In combination With an air-brake system, means for producing a partial braking pressure for a car empty and full braking MAURY WV; HIBBARD.

Vitnesses:

S. E. vHIBBEN, LoUIs B. ERWIN. 

